Suspension assembly and vehicle

Abstract

The utility model belongs to the technical field of vehicle manufacturing, and provides a suspension assembly and a vehicle, the suspension assembly comprises a mounting seat, an elastic buffer part and an inner core assembly, and the mounting seat is provided with a mounting cavity extending in the axial direction; the elastic buffering component comprises a plurality of buffering parts which are sequentially connected in the axial direction, a spacing space is formed between any two adjacent buffering parts, the multiple buffering parts have different rigidities, and the multiple buffering parts are connected into the mounting cavity in a penetrating mode in the axial direction; assembling cavities which are communicated with one another are formed in the middles of the buffering parts in the axial direction; the inner core assembly is connected into the assembling cavity in a penetrating mode. The vibration reduction effect of the suspension assembly is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle manufacturing technology, and in particular to a suspension assembly and a vehicle. Background Technology

[0002] The transmission mount is part of the vehicle's powertrain mounting system, and it plays a very important role in the normal operation and comfort of the transmission and even the entire vehicle.

[0003] When a vehicle is in normal operation, the engine speed changes constantly according to vehicle speed and driving operations, and the resulting vibration frequency and amplitude also change accordingly. At the same time, road bumps are transmitted to the powertrain and then to the mounting brackets through the suspension. In related technologies, the stiffness of the mounting brackets cannot be flexibly matched to the engine speed, resulting in poor vibration damping effect of the mounting brackets. This causes passengers to feel more bumps and vibrations, reducing the driving experience. Utility Model Content

[0004] The purpose of this application is to provide a suspension assembly and a vehicle, which aims to solve the technical problem of poor vibration damping effect of the suspension assembly in the vehicle.

[0005] In a first aspect, this application provides a suspension component, including:

[0006] Mounting base, having a mounting cavity extending axially;

[0007] An elastic buffer component includes multiple buffer parts connected sequentially along the axial direction, with a gap space formed between any two adjacent buffer parts. The multiple buffer parts have not exactly the same stiffness, and the multiple buffer parts pass through the mounting cavity along the axial direction. Along the axial direction, each of the buffer parts has an assembly cavity that is interconnected in the middle.

[0008] The inner core assembly is inserted into the assembly cavity.

[0009] In one embodiment, the outer diameters of the plurality of buffer portions are not exactly the same along the radial direction; or

[0010] Along the radial direction, the outer diameter dimensions of the plurality of buffer sections are exactly the same.

[0011] In one embodiment, the elastic buffer member includes three buffer portions; the outer contour of each buffer portion is circular in a plane along the radial direction.

[0012] In one embodiment, the outer diameters of all said buffer sections are equal; or

[0013] Along the axial direction, the outer diameter of the buffer section located in the middle is smaller than the outer diameters of the two buffer sections located at both ends, and the outer diameters of the two buffer sections located at both ends are equal; or

[0014] Along the axial direction, the outer diameter of the buffer section located in the middle is larger than the outer diameters of the two buffer sections located at both ends, and the outer diameters of the two buffer sections located at both ends are equal.

[0015] In one embodiment, a connecting portion is formed between two adjacent buffer portions, and the outer diameter of the connecting portion is gradually reduced from the buffer portions at both ends toward the buffer portion in the middle along the axial direction.

[0016] In one embodiment, the suspension assembly further includes two buffer sleeves, each corresponding to one of the two buffer portions located at both ends, and the buffer sleeves are fitted around the outer periphery of the buffer portions.

[0017] In one embodiment, the two buffer portions located at both ends are respectively provided with limiting structures protruding from the outer peripheral surface of the buffer portion, and the limiting structures are connected to the buffer sleeve to restrict the movement of the buffer sleeve along the axial direction.

[0018] In one embodiment, a positioning structure is disposed on the cavity wall of the mounting cavity, the positioning structure being connected to the buffer sleeve to restrict the movement of the buffer sleeve along the axial direction.

[0019] In one embodiment, the mounting base is provided with a first locking structure, and the buffer sleeve is provided with a second locking structure. The first locking structure and the second locking structure are connected to restrict the buffer sleeve from rotating about the axial direction.

[0020] In one embodiment, the buffer portions at both ends protrude a first boss toward the space between them.

[0021] In one embodiment, corresponding to the first boss, the buffer sleeve has a second boss protruding along the axial direction toward the spacer.

[0022] Secondly, this application provides a vehicle including a suspension assembly as described in any of the above.

[0023] The beneficial effects of the suspension assembly and vehicle of this application are as follows: By adding an elastic buffer component and designing the elastic buffer component as multiple buffer parts along the axial direction, with a gap space between two adjacent buffer parts, the elastic buffer component forms a multi-segment structure, laying the foundation for diverse stiffness adjustment; by designing the stiffness of each buffer part individually, the stiffness of the elastic buffer component can be adjusted in multiple dimensions. The multi-dimensional adjustment of stiffness can adapt to different working conditions during vehicle driving, achieving an adaptive buffering effect for different working conditions, thereby improving the vibration reduction effect and enhancing the driving experience.

[0024] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0025] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments of this application or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the structure of the suspension assembly provided in some embodiments of this application;

[0027] Figure 2 for Figure 1 AA section view in the middle;

[0028] Figure 3 for Figure 1 Top view;

[0029] Figure 4 for Figure 1 Axonometric drawing;

[0030] Figure 5 This is a schematic diagram of the structure of the elastic buffer component in the suspension assembly provided in some embodiments of this application;

[0031] Figure 6 for Figure 5 BB section view in the middle;

[0032] Figure 7 This is a schematic diagram of the structure of the suspension assembly provided in some embodiments of this application, showing the assembly of the elastic buffer component and the buffer sleeve;

[0033] Figure 8 This is a schematic diagram of the suspension assembly after the first housing has been removed, provided in some embodiments of this application;

[0034] Figure 9 for Figure 8 Top view;

[0035] Figure 10 This is a schematic diagram of the structure of the buffer sleeve in the suspension assembly provided in some embodiments of this application;

[0036] Figure 11 This is a schematic diagram of the structure of the first housing in a suspension assembly provided in some embodiments of this application;

[0037] Figure 12 This is a schematic diagram of the structure of the second housing in a suspension assembly provided in some embodiments of this application.

[0038] Explanation of reference numerals in the attached figures:

[0039] 100. Suspension assembly; 110. Mounting base; 111. Mounting cavity; 112. First housing; 113. Second housing; 114. Positioning structure; 115. First locking structure; 116. Rib structure; 117. Boss structure; 118. Assembly platform; 119. Locking assembly; 120. Elastic buffer component; 121. Buffer part; 122. Spacing space; 123. Assembly cavity; 124. Connecting part; 125. Limiting structure; 126. First boss; 130. Inner core assembly; 140. Buffer sleeve; 141. Second boss; 142. Second locking structure; X, Axial; Y, Radial. Detailed Implementation

[0040] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application, and are therefore merely examples and should not be used to limit the scope of protection of this application.

[0041] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0042] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0043] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0044] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0045] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0046] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0047] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0048] The transmission mount is part of the vehicle's powertrain mounting system, and it plays a very important role in the normal operation and comfort of the transmission and even the entire vehicle.

[0049] When a vehicle is in normal operation, the engine speed changes constantly based on vehicle speed and driving operations, resulting in changes in the frequency and amplitude of vibrations. Simultaneously, road bumps are transmitted through the suspension to the powertrain and then to the mounting brackets. In some technologies, the rigidity of the mounting brackets cannot flexibly match the engine speed, making it difficult to adjust the damping effect flexibly according to different road conditions and the engine's real-time operating status. This can lead to ineffective isolation of vibrations from the engine and road surface, resulting in poor damping performance of the mounting brackets. Consequently, passengers experience more bumps and vibrations, reducing the driving experience.

[0050] Therefore, this application provides a suspension assembly that adds an elastic buffer component and designs the elastic buffer component as multiple buffer sections along the axial direction, with a gap space between adjacent buffer sections, so that the elastic buffer component forms a multi-segment structure, laying the foundation for diverse stiffness adjustment; by designing the stiffness of each buffer section individually, the stiffness of the elastic buffer component can be adjusted in multiple dimensions. The multi-dimensional adjustment of stiffness can adapt to different working conditions during vehicle driving, achieving an adaptive buffering effect for different working conditions, thereby improving the vibration reduction effect and enhancing the driving experience.

[0051] Specifically, refer to Figure 1-7 As shown in the figure, this application provides a suspension device, which includes a mounting base 110, an elastic buffer component 120, and an inner core assembly 130. The mounting base 110 has a mounting cavity 111 extending along the axial direction X. The elastic buffer component 120 includes a plurality of buffer portions 121 connected sequentially along the axial direction X. An interval space 122 is formed between any two adjacent buffer portions 121. The plurality of buffer portions 121 have not exactly the same stiffness. The plurality of buffer portions 121 pass through the mounting cavity 111 along the axial direction X. Along the axial direction X, an assembly cavity 123 is disposed in the middle of each of the buffer portions 121 and is mutually communicating. The inner core assembly 130 passes through the assembly cavity 123.

[0052] Reference Figure 1-4 As shown, the mounting base 110 serves to support the elastic buffer component 120. The mounting base 110 can be installed between the vehicle body and the powertrain. The mounting base 110 can adopt a shell structure, so that the interior of the mounting base 110 forms a mounting cavity 111. The elastic buffer component 120 and the inner core assembly 130 can be partially or completely housed in the mounting cavity 111 to form a protective cover on the outside of the elastic buffer component 120, so as to reduce the entry of external dust, moisture or oil and other impurities into the mounting base 110.

[0053] In addition, the mounting bracket 110 can also withstand the forces from the inside and outside of the vehicle during driving, such as its own weight, the vibration and impact force generated during operation, and the inertial force caused by acceleration, deceleration, and turning during vehicle driving. It can also reasonably transfer these forces to the connected body or powertrain components, reduce the risk of excessive local stress, ensure the balance and stability of the entire system, and help improve the vibration damping effect of the suspension.

[0054] The axial direction X should be understood as the direction of the central axis of the inner core assembly 130. The inner core assembly 130 is generally a metal core, usually made of materials such as carbon steel or alloy steel, which gives it good rigidity, toughness, and corrosion resistance. The inner core assembly 130 is the skeleton supporting the elastic buffer component 120, and also a bridge for force transmission. The inner core assembly 130 can be connected to the powertrain, thus playing a connecting role between the powertrain and the vehicle body. Generally, the inner core assembly 130 has an axial direction. For example, if the inner core assembly 130 includes a central shaft component, then the axial direction is the direction of the central axis of the central shaft component. The elastic buffer component 120 can be arranged around or wrapped around the outside of the inner core assembly 130 along the axial direction X. The mounting cavity 111 of the mounting base 110 also extends along the axial direction X, thereby wrapping around the outside of the elastic buffer component 120 and the inner core assembly 130. It can also be understood that the inner core assembly 130 and the elastic buffer component 120 are inserted into the mounting cavity 111 of the mounting base 110. The mounting cavity 111 can be a through cavity, and the two ends of the inner core assembly 130 can extend out of the cavity opening.

[0055] Combination Figure 5-7 As shown, the elastic buffer component 120 has the ability to elastically deform in order to achieve the effect of buffering and shock absorption through elastic deformation. Specifically, in this example, the elastic buffer component 120 has a special structural form. The elastic buffer component 120 includes multiple buffer parts 121 along the axial direction X. The multiple buffer parts 121 are connected in sequence, and a gap space 122 is formed between two adjacent buffer parts 121. For example, the elastic buffer component 120 is an integral structure. The elastic buffer component 120 has a central axis along the axial direction X. The multiple buffer parts 121 are connected at the position of the central axis. The gap space 122 is formed at the position of the outer periphery of the buffer parts 121 away from the central axis. Alternatively, it can be understood that the outer surface of the elastic buffer component 120 is columnar, and a groove structure is opened on its outer periphery. Multiple groove structures are opened along the axial direction, and each groove structure is arranged around the central axis, so that the elastic buffer component 120 forms multiple buffer parts 121 along the axial direction X.

[0056] Each buffer section 121 has an assembly cavity 123 at its center along the axial direction X. Since the buffer sections 121 are connected to each other, it is known that the assembly cavities 123 need to be interconnected to form a through cavity in the center of the buffer section 121, so that the inner core assembly 130 can be inserted into each assembly cavity 123 or the through cavity.

[0057] When the elastic buffer component 120 is made of rubber and the inner core component 130 is made of metal, the overall structure formed by the combination of the inner core component 130 and the elastic buffer component 120 can be understood as a rubber main spring, and each buffer part 121 can be understood as the rib structure on the outer periphery of the rubber main spring.

[0058] The elastic buffer component 120 and the inner core component 130 can be formed by vulcanization.

[0059] In this embodiment, the elastic buffer component 120 can perform buffering and vibration reduction through elastic deformation, forming multiple buffer sections 121 on the elastic buffer component 120 and creating a gap space 122 between adjacent buffer sections 121. This results in the elastic buffer component 120 forming a multi-segment structure, laying the foundation for diverse stiffness adjustments. By designing the stiffness of each buffer section 121 individually, multi-dimensional adjustment of the stiffness of the elastic buffer component 120 is achieved. This multi-dimensional stiffness adjustment can adapt to different operating conditions during vehicle operation, achieving adaptive buffering effects for different operating conditions, thereby improving vibration reduction and enhancing the driving experience.

[0060] For example, in some embodiments, the stiffness of each buffer 121 can be independently and finely adjusted. By changing parameters such as size and material, the stiffness characteristics of the suspension assembly 100 can be customized according to different vehicle models, powertrain configurations, and diverse usage scenarios. For example, for small family cars that prioritize comfort, the central buffer 121 can be designed to be softer to better filter out small bumps during daily driving. For high-performance sports cars, to ensure the stability of the powertrain during aggressive driving, the stiffness of the central buffer 121 can be appropriately increased to give it excellent performance during high-speed cornering and rapid acceleration, meeting the vehicle's dual requirements for handling and comfort.

[0061] Reference Figure 6 and Figure 7 As shown, in some embodiments, the outer diameter dimensions of the plurality of buffer portions 121 are not exactly the same along the radial direction Y.

[0062] The outer diameter of the buffer part 121 refers to the size of the outer contour of the cross section of the buffer part 121 in the direction perpendicular to the axial direction X. For example, if the buffer part 121 is cylindrical in the direction of the axial direction X, then the direction perpendicular to the axial direction X is the radial direction Y, and the outer diameter refers to the diameter of the buffer part 121. The outer diameter size is the size of the diameter of the buffer part 121.

[0063] The fact that the outer diameters of the multiple buffer portions 121 are not completely the same includes two forms: one is that among the multiple buffer portions 121, there are multiple buffer portions 121 with the same outer diameter, and there are also multiple buffer portions 121 with different outer diameters; the other form is that among the multiple buffer portions 121, each buffer portion 121 has a different outer diameter.

[0064] Along the axial direction X, the buffer portion 121 in the middle of the elastic buffer component 120 can be structurally differentiated from the buffer portions 121 at both ends, so that the outer diameter of each buffer portion 121 is different, thereby creating a height difference along the radial direction Y between the buffer portions 121. Under different working conditions, the buffer portion 121 located in the middle can adaptively generate contact force with the support, thereby achieving the purpose of adjusting stiffness and reducing shaking. For example, each buffer portion 121 is cylindrical, and in the elastic buffer component 120, the buffer portion located in the middle... The outer diameter (or diameter) of the buffer part 121 is smaller than that of the buffer parts 121 at both ends. The buffer part 121 in the middle and the buffer parts 121 at both ends have a design height difference, which is the limiting gap of the suspension assembly 100. It has a better tendency for the vehicle to idle. Under large amplitude conditions, the buffer part 121 in the middle of the elastic buffer component 120 can contact the cavity wall of the mounting cavity 111 of the mounting seat 110, thereby increasing the rigidity and better limiting the shaking of the powertrain.

[0065] In this embodiment, the stiffness is adjusted by changing the outer diameter of each buffer part 121, thereby improving the buffering and vibration reduction effect of the elastic buffer component 120 and enhancing the driving experience.

[0066] Reference Figure 6 and Figure 7 As shown, in some embodiments, the outer diameter of each of the plurality of buffer portions 121 is exactly the same.

[0067] Specifically, the number of buffer sections 121 can be any integer greater than or equal to 2. For example, the number of buffer sections 121 can be 2, 3, 4, 5, etc. The outer diameter of multiple buffer sections 121 can be completely equal, which helps to increase the processing difficulty of the elastic buffer component 120 during the manufacturing process, thereby reducing production costs. For the structural differentiation design of the entire elastic buffer component 120, buffer sleeves 140 can be installed on the outside of some buffer sections 121 to achieve differentiated design features, so as to achieve the effects of buffering and vibration reduction, thereby helping to keep the production cost of this suspension assembly 100 within a reasonable range.

[0068] Reference Figure 6 and Figure 7As shown, in some embodiments, the elastic buffer member 120 includes three buffer portions 121; the outer contour shape of each buffer portion 121 is circular in the plane along the radial Y.

[0069] It should be noted that radial direction Y is perpendicular to axial direction X. The plane along radial direction Y can be understood as the plane perpendicular to axial direction X of buffer part 121, which is the cross-section of buffer part 121. Therefore, it can be understood that the outer contour shape of each buffer part 121 is circular, which should be understood as the outer contour shape of the cross-section of buffer part 121 being circular. That is to say, buffer part 121 is a cylindrical structure. Two adjacent buffer parts 121 are connected at the center. From the connection point, a gap space 122 is formed along radial direction Y away from the connection point, thereby forming a multi-segment buffer part 121 on the elastic buffer member 120.

[0070] Correspondingly, the outline shape of the mounting cavity 111 in the radial Y plane is also circular, so that the buffer part 121 and the mounting cavity 111 can be coaxially and matched.

[0071] There are three buffer sections 121, which are connected sequentially along the axial direction X, forming two spacer spaces 122. Generally, the outer diameter and material of the two buffer sections 121 at both ends can be designed to be the same, while the outer diameter and material hardness of the middle buffer section 121 can be designed differently from the two end buffer sections 121 to adapt to the stiffness requirements under different vehicle speed conditions. For example, for small family cars, which focus on comfort, the middle buffer section 121 can be designed to be softer to better filter small bumps in daily driving; while for high-performance sports cars, in order to ensure the stability of the powertrain during aggressive driving, the stiffness of the middle buffer section 121 can be appropriately increased to give it excellent performance when cornering at high speed and accelerating rapidly, meeting the vehicle's dual requirements for handling and comfort.

[0072] In this embodiment, the three-section buffer section 121 is designed to provide more symmetrical stiffness design with respect to the middle section, so as to adapt to different stiffness requirements under different working conditions, making the stiffness adjustment of the elastic buffer component 120 more flexible and versatile during use, and enhancing its adaptability.

[0073] Reference Figure 6 As shown, in some embodiments, the outer diameters of each of the buffer portions 121 are equal.

[0074] It should be noted that when the outer contour of each of the buffer portions 121 is circular, the outer diameter can be understood as the diameter. In this example, the outer diameters of each buffer portion 121 are equal, making the elastic buffer component 120 easier to manufacture and reducing processing costs. With each buffer portion 121 being equal, the hardness of each buffer portion 121 can be designed differently. For example, the buffer portion 121 in the middle can be made of softer rubber, while the buffer portions 121 at both ends can be made of harder rubber. Thus, even with the same outer diameter, the purpose of adjusting stiffness can still be achieved.

[0075] In some embodiments, along the axial direction X, the outer diameter of the buffer portion 121 located in the middle is smaller than the outer diameter of the two buffer portions 121 located at both ends, and the outer diameters of the two buffer portions 121 located at both ends are equal.

[0076] With the outer diameter of the buffer section 121 located in the middle being smaller than that of the buffer sections 121 at both ends, the buffer section 121 located in the middle has a certain amount of room for movement when the vehicle is in normal driving. Once a large amplitude condition is encountered, the buffer section 121 located in the middle can quickly contact the mounting base 110, and the rigidity increases instantly. It is similar to installing an additional powerful stabilizer for the powertrain, which can effectively limit the excessive shaking of the powertrain, reduce the risk of collision and friction with surrounding components, protect the integrity of the components in the powertrain and suspension system, and ensure that the vehicle remains stable and reliable under harsh driving conditions.

[0077] Reference Figure 7 As shown, in some embodiments, along the axial direction X, the outer diameter of the buffer portion 121 located in the middle is larger than the outer diameter of the two buffer portions 121 located at both ends, and the outer diameters of the two buffer portions 121 located at both ends are equal.

[0078] In this case, elastic wear-resistant, support or limiting components can be further added to the outer periphery of the buffer portion 121 at both ends, thereby achieving a comprehensive improvement in the flexibility of the stiffness adjustment of the elastic buffer portion 120.

[0079] In this embodiment, by designing the outer diameters of the three buffer parts 121 differently, an elastic buffer component 120 with variable stiffness is obtained, which has more diversity and greater flexibility in stiffness adjustment, so as to adapt to the needs of different working conditions, meet the complex requirements of the vehicle for the stiffness of the suspension device under different operating conditions, and ensure that the powertrain is always in a stable design position.

[0080] Reference Figure 6As shown, in some embodiments, a connecting portion 124 is formed between two adjacent buffer portions 121, and the outer diameter of the connecting portion 124 is gradually reduced from the buffer portions 121 at both ends toward the buffer portion 121 in the middle along the axial direction X.

[0081] Specifically, the connecting part 124 is connected between two adjacent buffer parts 121. The connecting part 124 can be understood as a connecting part connecting two adjacent buffer parts 121 or a part of the connecting part connecting two adjacent buffer parts 121; or, the connecting part 124 can also be understood as a connecting part connecting two adjacent buffer parts 121 located in the interval space 122, but the connecting part cannot completely fill the interval space 122 so as not to affect the interval independence between each buffer part 121.

[0082] The connecting portion 124 has a specific external shape design. The outer diameter of the connecting portion 124 gradually tapers from the buffer portions 121 located at both ends toward the buffer portion 121 located in the middle. Alternatively, the connecting portion 124 can be understood as having a conical external shape. The connecting portion 124 can be a cone-shaped body. The large end of the cone connects to the buffer portions 121 located at the ends, and the small end of the cone connects to the buffer portion 121 located in the middle (or central part). Two connecting portions 124 are formed between the three buffer portions 121, and the two connecting portions 124 are symmetrically arranged about the buffer portion 121 located in the middle.

[0083] The design of the two connecting parts 124 has two advantages. First, when subjected to axial X force, the force can be efficiently distributed and transmitted based on the mechanical properties of the tapered or conical shape, thereby enhancing structural stability. Second, by adjusting the conical angle of the connecting parts 124, the axial X stiffness can be precisely controlled independently, and the influence on the stiffness in other directions is controlled within a small range, reducing excessive interference to the performance in other directions when adjusting the stiffness.

[0084] In this embodiment, by providing a connecting portion 124 between two adjacent buffer portions 121, the stiffness between the two adjacent buffer portions 121 is enhanced, and the axial X stiffness of the entire elastic buffer component 120 can be adjusted, thereby improving the flexibility of stiffness adjustment, and thus improving the buffering and vibration reduction effect of the elastic buffer component 120, and enhancing the driving experience.

[0085] Reference Figure 7-10 As shown, in some embodiments, the suspension assembly 100 further includes two buffer sleeves 140, which are respectively configured to correspond to the two buffer portions 121 located at both ends, and the buffer sleeves 140 are fitted around the outer periphery of the buffer portions 121.

[0086] Specifically, the central axis of the buffer sleeve 140 is parallel to the axial direction X. That is to say, the buffer sleeve 140 is concentrically arranged in the circumferential direction of the buffer part 121. The buffer sleeve 140 is elastic and cooperates with the buffer part 121 to achieve the purpose of adjusting the stiffness.

[0087] The buffer sleeve 140 can be ring-shaped. The buffer sleeve 140 is made of nylon material, so the buffer sleeve 140 can also be called a nylon ring. The buffer sleeve 140 can connect and support the buffer part 121 and the cavity wall of the mounting cavity 111 of the mounting base 110. The outer surface of the buffer sleeve 140 can contact the cavity wall and generate extrusion force. The buffer sleeve 140 can receive the force through elastic deformation, thereby playing a role in buffering and vibration reduction, and can protect the buffer part 121.

[0088] The buffer sleeve 140 can also be understood as a bushing. The buffer sleeve 140 has good wear resistance. When the buffer part 121 generates relative friction with the buffer sleeve 140 during rotation, and when the buffer sleeve 140 generates relative friction with the cavity wall, the buffer sleeve 140 can withstand the friction and is not easy to wear quickly. It can effectively protect the surfaces of the buffer part 121 and the cavity wall that are in contact with it, reduce problems such as increased gap and reduced accuracy caused by wear, and extend the service life of the equipment.

[0089] In this embodiment, the buffer sleeve 140 further plays a role in buffering and vibration reduction in the circumferential direction of the buffer portion 121, and can provide a certain degree of protection for the buffer portion 121. The buffer sleeve 140 can improve the wear resistance of the suspension assembly 100, so as to extend the service life of the suspension assembly 100.

[0090] Reference Figure 6 and Figure 7 As shown, in some embodiments, the two buffer portions 121 located at both ends are respectively provided with limiting structures 125 protruding from the outer peripheral surface of the buffer portion 121. The limiting structures 125 are connected to the buffer sleeve 140 to restrict the movement of the buffer sleeve 140 along the axial direction X.

[0091] Specifically, since the buffer sleeve 140 is concentrically fitted onto the buffer portion 121, when the buffer portion 121 or the inner core assembly 130 is subjected to an axial X force, relative movement along the axial X is likely to occur between the buffer sleeve 140 and the buffer portion 121. Therefore, a limiting structure 125 is provided on the buffer portion 121 located at both ends. The limiting structure 125 protrudes from the outer peripheral surface of the buffer portion 121, thereby forming a limiting surface that abuts against the side of the buffer sleeve 140. Along the axial X, the limiting structure 125 abuts against the buffer sleeve 140. Thus, it can be seen that the limiting structure 125 can restrict the buffer sleeve 140 from moving relative to the buffer portion 121 along the axial X.

[0092] The limiting structure 125 can be a sheet-like or rod-like structure, and its outward extension direction can be along the radial Y direction of the buffer portion 121. The limiting structure 125 can be connected to the buffer portion 121 in a fixed or detachable manner, or the limiting structure 125 can be integrally formed with the buffer portion 121. The limiting structure 125 can also be understood as a flanged structure, which can enhance the reliability of the adhesion between the buffer sleeve 140 and the buffer portion 121 during the vulcanization process.

[0093] In this embodiment, by adding a limiting structure 125 to the buffer part 121, the buffer sleeve 140 can be positioned and limited along the axial direction X, restricting the movement of the buffer sleeve 140 relative to the buffer part 121, which is beneficial to improving the connection stability between the buffer part 121 and the buffer sleeve 140.

[0094] Reference Figure 12 As shown, in some embodiments, a positioning structure 114 is disposed on the cavity wall of the mounting cavity 111, the positioning structure 114 being connected to the buffer sleeve 140 to restrict the movement of the buffer sleeve 140 along the axial direction X.

[0095] Specifically, since the buffer sleeve 140 is located between the buffer part 121 and the cavity wall of the mounting cavity 111, and the buffer sleeve 140 is concentrically sleeved on the outer periphery of the buffer part 121, and the buffer part 121 is connected to the inner core assembly 130, when the inner core assembly 130 is subjected to a force along the axial direction X, the inner core assembly 130, the buffer part 121 and the buffer sleeve 140 are prone to relative movement along the axial direction X relative to the mounting cavity 111 of the mounting seat 110, thereby causing collision and vibration.

[0096] The cavity wall of the mounting cavity 111 can be circular in the radial Y direction so that the cavity wall of the mounting cavity 111 can contact and match the buffer sleeve 140. For example, the positioning structure 114 can be a groove structure formed in the cavity wall of the mounting cavity 111. The groove depth direction can be along the radial Y direction of the buffer portion 121, and the groove structure can extend around the central axis of the buffer portion 121 in an arc-shaped groove structure. Then the outer peripheral edge of the buffer sleeve 140 can be inserted into the groove structure, thereby limiting the buffer sleeve 140 in the axial X direction.

[0097] Multiple positioning structures 114 may be provided, and the number of positioning structures 114 should be consistent with the number of buffer sleeves 140, so that each buffer sleeve 140 can be limited by the positioning structure 114.

[0098] When the inner core assembly 130 is subjected to an axial force X, the buffer sleeve 140 is at risk of moving relative to the mounting base 110 along the axial X. If the buffer sleeve 140 moves relative to the mounting base 110 along the axial X, it is easy for the buffer sleeve 140 to detach from the buffer part 121, which will lead to the failure of the buffer sleeve 140 and affect the buffering and vibration reduction effect of the suspension assembly 100.

[0099] In addition, the positioning structure 114 is also used to position the buffer sleeve 140 and the elastic buffer component 120 during the vulcanization process, and improve the orientation consistency of the inner core assembly 130, the elastic buffer component 120, the buffer sleeve 140 and the mounting base 110 with the vehicle body.

[0100] In this embodiment, by setting the positioning structure 114, the positioning structure 114 positions the buffer sleeve 140 along the axial direction X, so as to limit the buffer sleeve 140 along the axial direction X, thereby improving the stability of the connection between the buffer sleeve 140 and the buffer part 121.

[0101] Reference Figure 1 , Figure 4 , Figure 10 and Figure 11 As shown, in some embodiments, the mounting base 110 is provided with a first locking structure 115, and the buffer sleeve 140 is provided with a second locking structure 142. The first locking structure 115 and the second locking structure 142 are connected to restrict the buffer sleeve 140 from rotating about the axis X.

[0102] Specifically, the first locking structure 115 and the second locking structure 142 are connected to restrict the buffer sleeve 140 from rotating about the central axis of the buffer portion 121 relative to the buffer portion 121, thereby improving the relative stability of the buffer sleeve 140 relative to the mounting base 110.

[0103] Regarding the structural forms of the first locking structure 115 and the second locking structure 142, the first locking structure 115 and the second locking structure 142 can be inserted and matched. For example, either the first locking structure 115 or the second locking structure 142 can be a protruding structure, and the other can be a groove structure. The protruding structure and the groove structure can be inserted and matched, and the insertion direction can be along the direction parallel to the axial direction X. For example, the first locking structure 115 is a groove structure opened on the cavity wall of the mounting cavity 111, and the second locking structure 142 is a protruding structure protruding from the surface of the buffer sleeve 140. The outward extension direction of the protruding structure is along the direction parallel to the axial direction X, and the groove depth direction of the groove structure is also along the direction parallel to the axial direction X. Then the protruding structure and the groove structure are inserted and matched along the direction parallel to the axial direction X, thereby restricting the buffer sleeve 140 from rotating relative to the mounting base 110 around the central axis of the buffer part 121.

[0104] In this embodiment, the first locking structure 115 is connected to the second locking structure 142 to restrict the rotation of the buffer sleeve 140 relative to the mounting base 110, thereby improving the relative stability of the buffer sleeve 140 on the mounting base 110 and thus improving the vibration reduction effect.

[0105] Reference Figure 7 and Figure 9 As shown, in some embodiments, the buffer portions 121 located at both ends have a first boss 126 protruding toward the space 122.

[0106] Specifically, the first boss 126 is a block-shaped or sheet-shaped protrusion structure. The first boss 126 extends from the side of the buffer portion 121 along the axial direction X toward the buffer portion 121 located in the middle, but does not contact the side of the buffer portion 121 located in the middle.

[0107] The number of first protrusions 126 can be multiple, with multiple first protrusions surrounding the central axis of the buffer part 121 and spaced apart.

[0108] In this embodiment, the first boss 126 is provided to adjust the stiffness of the elastic buffer component 120 in the main force direction, thereby improving the flexibility of stiffness adjustment of the elastic buffer component 120.

[0109] Reference Figure 7 and Figure 9 As shown, in some embodiments, corresponding to the first boss 126, the buffer sleeve 140 has a second boss 141 protruding along the axial direction X toward the spacer space 122.

[0110] The second boss 141 can also adopt a block-shaped or sheet-shaped protrusion structure. The second boss 141 extends from the side of the buffer sleeve 140 along the axial direction X toward the buffer part 121 located in the middle, but does not contact the side of the buffer part 121 located in the middle.

[0111] The number of second protrusions 141 can be multiple. Multiple second protrusions are arranged around the central axis of the buffer sleeve 140 and spaced apart. Each second protrusion 141 is arranged opposite to each first protrusion 126 in the radial Y direction.

[0112] In this embodiment, the second boss 141 is provided to adjust the stiffness of the suspension assembly 100 in the main force direction, thereby improving the flexibility of stiffness adjustment of the elastic buffer component 120.

[0113] Reference Figure 1-4 , Figure 11 and Figure 12As shown, in some embodiments, the mounting base 110 includes a first housing 112 and a second housing 113. The first housing 112 and the second housing 113 can be connected by a locking assembly 119 to achieve a detachable connection between the first housing 112 and the second housing 113. The first housing 112 and the second housing 113 may have a hollow structure, and both the first housing 112 and the second housing 113 may have cavities. The first housing 112 is connected to the second housing 113, and the cavity opening of the first housing 112 faces the cavity opening of the second housing 113, thereby forming a mounting cavity 111. The locking assembly 119 may be a bolt assembly.

[0114] A boss structure 117 can also be formed at the position of the connecting bolt assembly of the first housing 112 and the second housing 113. The two boss structures 117 can be considered as the part protruding on the first housing 112 and the part protruding on the second housing 113, respectively. Bolt holes can be opened on the boss structures 117, and bolts can be threaded into the bolt holes on the two boss structures, thereby achieving the purpose of locking the first housing 112 and the second housing 113 together.

[0115] An assembly platform 118 may also be formed on the first housing 112 or the second housing 113. The assembly platform 118 protrudes outward from the outer surface of the first housing 112 or the second housing 113. Threaded holes may also be formed on the assembly platform 118 to facilitate connection with fasteners through the threaded holes, thereby assembling the mounting base 110 with the external frame.

[0116] Reference Figure 4 As shown, in some embodiments, a rib structure 116 is provided on the outer surface of at least one of the first housing 112 and the second housing 113. The rib structure 116 may be a plate-like or sheet-like structure. The rib structure 116 extends along the outer surface of the first housing 112 or the second housing 113 for a predetermined length. For example, the extension direction of the rib structure 116 may be around the central axis of the buffer portion 121.

[0117] Multiple rib structures 116 may be provided, and the multiple rib structures 116 may be arranged at intervals and parallel to each other, and the multiple rib structures 116 may also be arranged at intervals along the axial direction X.

[0118] This application also provides a vehicle including the suspension assembly 100 described in the above embodiments. The suspension assembly 100 is installed between the vehicle body and the powertrain. Specifically, the vehicle includes a frame and a powertrain bracket, wherein the mounting base 110 is connected to the frame, and the inner core assembly 130 is connected to the powertrain bracket, thereby enabling the suspension assembly 100 to buffer and dampen vibrations between the vehicle body and the powertrain.

[0119] The vehicle can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended vehicles, etc.

[0120] The vehicle example in this application is based on the above-described example of suspension component 100. The vehicle example includes all the technical effects of the above-described example of suspension component 100, which will not be repeated here.

[0121] The above are merely preferred embodiments of this application, and only specifically describe the technical principles of this application. These descriptions are only for explaining the principles of this application and should not be construed as limiting the scope of protection of this application in any way. Based on this explanation, any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application, as well as other specific embodiments of this application that can be conceived by those skilled in the art without creative effort, should be included within the scope of protection of this application.

Claims

1. A suspension assembly (100), characterized in that, include: Mounting base (110) has mounting cavity (111) extending along the axial direction (X); The elastic buffer component (120) includes a plurality of buffer portions (121) connected sequentially along the axial direction (X), with a gap space (122) formed between any two adjacent buffer portions (121), and the plurality of buffer portions (121) having not exactly the same stiffness, and the plurality of buffer portions (121) passing through the mounting cavity (111) along the axial direction (X); along the axial direction (X), the middle of each of the buffer portions (121) is provided with an assembly cavity (123) that communicates with each other; The inner core assembly (130) is inserted into the assembly cavity (123).

2. The suspension assembly (100) as claimed in claim 1, characterized in that, Along the radial direction (Y), the outer diameter dimensions of the plurality of buffer portions (121) are not exactly the same; or Along the radial direction (Y), the outer diameter dimensions of the plurality of buffer sections (121) are exactly the same.

3. The suspension assembly (100) as claimed in claim 1, characterized in that, The elastic buffer member (120) includes three buffer portions (121); in a radial (Y) plane, the outer contour of each buffer portion (121) is circular.

4. The suspension assembly (100) as claimed in claim 3, characterized in that, The outer diameters of all the buffer sections (121) are equal; or Along the axial direction (X), the outer diameter of the middle buffer portion (121) is smaller than the outer diameters of the two buffer portions (121) at both ends, and the outer diameters of the two buffer portions (121) at both ends are equal; or Along the axial direction (X), the outer diameter of the buffer portion (121) located in the middle is larger than the outer diameter of the two buffer portions (121) located at both ends, and the outer diameters of the two buffer portions (121) located at both ends are equal.

5. The suspension assembly (100) as claimed in claim 3, characterized in that, A connecting portion (124) is formed between two adjacent buffer portions (121). Along the axial direction (X), the outer diameter of the connecting portion (124) is gradually reduced from the buffer portions (121) located at both ends toward the buffer portion (121) located in the middle.

6. The suspension assembly (100) as claimed in claim 3, characterized in that, The suspension assembly (100) further includes two buffer sleeves (140), which are respectively configured to correspond to the two buffer portions (121) located at both ends, and the buffer sleeves (140) are fitted around the outer periphery of the buffer portions (121).

7. The suspension assembly (100) as claimed in claim 6, characterized in that, Each of the two buffer portions (121) located at both ends is provided with a limiting structure (125) protruding from the outer peripheral surface of the buffer portion (121). The limiting structure (125) is connected to the buffer sleeve (140) to restrict the movement of the buffer sleeve (140) along the axial direction (X).

8. The suspension assembly (100) as claimed in claim 6, characterized in that, The mounting cavity (111) has a positioning structure (114) on its cavity wall. The positioning structure (114) is connected to the buffer sleeve (140) to restrict the movement of the buffer sleeve (140) along the axial direction (X).

9. The suspension assembly (100) as claimed in claim 6, characterized in that, The mounting base (110) is provided with a first locking structure (115), and the buffer sleeve (140) is provided with a second locking structure (142). The first locking structure (115) and the second locking structure (142) are connected to restrict the buffer sleeve (140) from rotating about the axis (X).

10. The suspension assembly (100) as claimed in claim 6, characterized in that, The buffer portions (121) located at both ends have a first boss (126) protruding toward the space (122).

11. The suspension assembly (100) as claimed in claim 10, characterized in that, Corresponding to the first boss (126), the buffer sleeve (140) has a second boss (141) protruding along the axial direction (X) toward the space (122).

12. A vehicle, characterized in that, Includes the suspension assembly (100) as described in any one of claims 1-11.

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